Carburetor



lezer-1 n y y A ,l l I vUNITED STATES-z.PAT-ENT, *oFFlCl-. ,c

V:eaz'rnLiiofit An. ifimiinnoii',y or.. cirrcneo, ILLINOIS.

` cmiiiiii'ron.

Application led December 14, 1925., Serial No. 75,227.

I This invention relates to carburetors for internal combustion engines and more particularly 'to a type of carburetor having an auxiliary air valve controlled by means of adash pot.

' Carburetors oi this general type have not proved entirely satisfactory for the-,reason that the vaction of the dash potslows'down. v the opening of tlievauxiliary airvalve to l such an extent 'that the airvalve vdoes not respond sufficiently quickly to meet the sudden demand for additional air whenI the throttle is rapidly o ened.

. It is therefore an o ject of this invention to provide a carburetor of the auxiliary air'V Vvalve and dash pot type in which the action of the dash pot is hydraulically controlled by the movement of the throttle, whereby the auxiliary air valve is caused to respond rapidly tothe requirements of the engine.

It is a further objectl of this invention toprovide a carburetor liaving a'dash pot controlled auxiliary air valve in which the actuation of the air valve by the suction effeet produced within the'carbure'tor vby av rapid iow'of gas into the en ine is supplemented by a positive hydrau ic means controlled by the throttle. Other and further important objects of this invention will be apparent from lthe disclosures in the speci'cation and theacc'ompanying drawings. This invention (in a'preferred form) is illustrated in the drawings and hereinafter more fully described. l

, On the drawings:

Figure 1 is an elevational diagrammatic view of a carburetor embodying the prin- 'ciplesof my inventionshowmg the throttle' and auxiliary-air valve in closed position. v Figure 2 is a reduced fragmentary view,

.the -saine as Figure 1, with throttle vand .auxiliary air valve open.`

Fiofure 3 is a fragmentary view of a 'modified onm of my.device showing the throttle and auxiliary air valve in closed position..

As lshown onthe drawings:

' The reference numeral l indicates the shell of a carburetor embodying the principles of my invention and adapted for use withinteinal combustion engines burning gasoline -or similar volatile hydrocarbons. The car? buretor is provided with ausual type ofiioat 2 for controlling the flow of fue into the carburetor through a'i'uel intake'pipe 3.

'.lhefiioat 2 maintains the liquid fuel in the with adash pot ot ordinary` construction as carburetor at -a normal .level indicated by a dotted line 5 in accordance with the well known principles. p A nozzle 6 having anv orifice 7 opening into the throat of a vens turi type of iixed airintake 8 leads the fuel. from near the bottom of' the carburetor. Said air intake 8 is. located near the baseJof a pipe 9 leading to the engine. The flow of the t'uel air Imixture to the engine'gis regulated by` a throttle 10 of usual butterfly type, mounted on a-pivotal axis 11.

Up to this point 'the construction of the carburetor described embodies only well known principles. Iyhave, however, in providing my carburetor withan auxiliary air valve 12 incorporated certain 'novel features l in regard to the control of said auxiliary air valve, which will appear presently.` Instead oii connecting the auxiliary air valve is sometimes done to prevent flutteringv of i. the auxiliary air valve, I have provided a double dash pot constructionby means of which the auxiliary air valvel may be in part hydraulically operated directly from the throttle. Such Aa double dash pot is shown in Figures 1 and 2 as comprising a plurality of cylindersl and. 14 having a lower communication 15 and an upper communication 16 therebetween' and an intermediate opening 17 in the cylinder 14 leading into the interior of the carburetor. Said opening 17 is positioned intermediate of the communications 15 and 416 for a purpose that will later appear. yIt vwill be noted that said 'opening 17 is below the normal li uid fuel level in the carburetor and there ore' allows the fuel to enter the cylinders 13 and 14.-. A piston or plunger 18 connected vto the'auxiliary valve 12 by means`of `a rod 19 is adapted to be reciprocated in the cylinder 13. A spring 2O is positioned below the vpiston 18 and normally,7- acts against saidl'l piston to hold the auxiliary air valve 12 closed position.l A second piston` 21 reciprocally mounted in thel cylinder 14 is con# nected by means of a series oflinks 22, 23 l best explained by ,describing its operation.

Normally, when the throttle 11 is opened rapidly, there will be an incr( ised suction of air-and fuel into fthe engine, but as is well known, the pro-portion of fuel to air will '1ol g be increased, so that Aadditional air must be supplied to burn the fuel. Where an auxilj iary air valve and a dash pot of the ordinary type is used, the opening of the auxiliary air when the throttle is opened, the rate -of flow of additional air into the system will be so slow that the pick-up of the engine is substantially retarded. In the carburetor, of my invention this difiiculty is overcome by providing' for 'piston actuation of the auxiliary air valve by the throttle acting through thehydraulic means provided lby the double dash pot. When the auxiliary air valve 12 is closed as shown in Figure l, the pistons 2l and 18 'are in closed hydrau:

lic communication. Consequently, when the' throttle 10 is opened up, piston 21 is raised by means of the connecting links 22, 23 and 24, said link 24 being ri idly connected to the axis ,1l of the thrott e 10 and rotating therewith. Upwardr movement of theA piston 21 -therefore reduces the pressure pn the undersiderof th'e piston 18 and causes said piston 18 to be lowered against the com'- pression of the spring 20, thereby opening the `auxiliary airvalve 12. Said air valve 12 is continuously lowered until the pistons v18 and 21 assume thepositions shown in Figure 2, the throttle 10 then being wide open. In this position it will be noted that the' openin 17 is uncovered, thereby permitting a ow of liquid fuel into the space between the two pistons. The closed hydraulic connection between said istons 18 and 21 is-thereupon broken and t e piston 18 is Subj ect tothe action of the spring20 tending to force it upwardly. However, the upward .movement of the piston 18 is retarded by the dashpot eii'ect produced by closing the upper .communication 16 by the pistonl 21. The auxiliary air valve '12 will accordingly close slowly, depending upon the rate at which lthe entrapped li uid leaks pastthe 'piston 18 and aroundt e piston 21. vThe egree of suction within the pipe 9 will determine the amount which the auxiliary valve 12 will remain open, since the tendency of the spring 2O will be to close said valve. ,When the throttle 11 is being closed,^the piston 2l is lowered below the opening 17 and this time exerts a positive hydraulic 4pressure upon the piston 18 to cause said .piston 18 to rise and close the auxiliary valve 12.A It will thus be seen that the closing of the auxiliary air-valve is not dependent upon Athe springv alone, but is made positive by the hydraulic pressure set up by the piston.

21. Furthermore it is evident that in my Construction the auxiliary air valve will both tion there are also two cylinders 26 and 27- positioned within theshell 25, but s'aid cylinders have only a `sinlgle communication 28 therebetween which is located near the'bottom of said cylinders. At about the normal level of' liquid within the carburetor, desig-- nated by tlie.numeral-29, there are formed openings 30 and 31 in the cylinde`1s26'and 27 respectively. Intermediate said opening 31 and the communication 28, the cylinder 27 is provided with an elbow 32 connected with a .ball' valve 33.- Said Valve 33 comprises an enlarged piece of piping -having a reduced opening 34 above the normal liguid level and provided with a ball 35 a apted to close said opening by means of the pressure'exerted'thereon by a spring 36. The purpose of this -ballvalve will hereinafter appear. As in my preferred type of carburetor, cylinders 26 and 27 are provided with pistons or plungers 37 and 38 respectively. vThe piston 38`i`s link connected to a throttle 39 and the piston 37 is rigidly connectedto an auxiliary air valve 4Q.

The operation of my modified form of car'- buretor lis substantially as follows. When the throttle is in closed position as shown in Figure 3, the piston 38 lies opposite .the communication 28 and substantially closes the same.V As the throttle 39 starts to open, y

the piston 38 begins its upward movement whereupon the communication 28 is opened up. The pistons 37 and` 38 then being in closedhydraulic communication, a continued upward movement .of the piston` 38 due to the opening of the throttle 39 will cause a reduction of the pressure on the underside of the piston 37 and will consequently result in the piston 37 being drawn downwardly and the auxiliary valve 40 being opened. When the piston 38 has passed beyond the elbow 32,

continued upward movement of said piston 38 will cause the ball valve 33 to open up and allow air to iow into vthe cylinder 27. The closed hydraulic communication between the pistons 37 and 38 will thereupon bel broken and the piston 37 will be subjected only to thevcompressive force of the spring 4l. At this stage, the position of the auxiliary air valve 40 will ,be dependent upon the diierential between the suction effect tending to openA said valve and the force of the spring 41 tending to close the valve. When the throttle 39 starts to close, the piston 38- will be forced downwardly and will im- ,mediately cause a pressure within the cylintance offered by said opening to the escape of liquid from the cylinder 26. The closing of the auxiliary air valve 40 may be made more rapid by having the opening larger and vice versa.

It will thus be s'een that I have provided 'positive means for acceleratinig the opening and closing of the auxiliary air valve and it. Should furtherbe noted that therate of acceleration will depend upon and can be controlled by the size or relative height of the openings 17, 80, 31 and 34 and also ofthe communications, such as 15, 16 and 28 between thel two cylinders of my double barrelled dash pot construction. The lag be' tween the opening of the auxiliary airivalve andthe opening of the throttle, which has hitherto been a weak point in the ordinaryV ,dashl pot type of carburetor, is in my'construction entirely eliminated. The response ofthe auxiliary ai-r valve, in my carburetor,

i.to themovement of' the throttle isso rapid thatit permits the engine to pick up pracary air valve, a dash pot controlled piston connected to said auxiliary air valve and f tically `instantaneously. This is for the reason that no matter how rapidly the throttle may be opened, the auxiliary air valve will 'respond quickly enough to admit the required amount of air to eiiiciently burn the increased amount of' fuel drawn into the engine. 1 I v It should be further noted that the synchronous movement of the auxiliary air valve and throttle which is assured by this invention, makes possible themaintenance of constant relative pressing conditions within the carburetor yduring acceleration. or

y deceleration of the engine.

I am aware that many changes may be made, and numerous details of construction may be varied through'a wide range without departing from the principles of this inven-v tion, and I therefore do not pur se limiting the patent granted hereon, ot erwise than necessitated by the prior art.

" I claim as iny invention:

1. In a carburetor, a throttle, an auxilihydraulic means actuated by opening movement of the throttle acting upon saidpiston to accelerate the movement of the auxiliary air valve.

2. In a. carburetor, a throttle, an auxiliary air valve, a piston connectedto said auxili- .ary air valve, a second piston connected to said"throttle in hydraulic communication withv said lirst piston and means controlling said hydraulic co1n1nunicationwhereby movement of said throttle actuates said auxiliary air valve through. a predetermined.

distance.

3. In acarburetor, a throttle, an auxiliary air valve,- intercommunicatinofv cylinders opening into `the'interiorof said carburetor below the normal level of liquid fuel therein and pistons adapted `to operate in saidV cylinders and connected to said auxiliary air valve and t said throttle respectively, wherebyl movement of vsaid throttle is hydraulically translated -into movement of said auxiliary air valve.

1. In a carburetor, a thr0ttle,an auxiliary whereby movement of said throttle is .hy-

draulically translated into movement of said auxiliary air valve,l and resilient 'means tending to closesaid auxiliary `air valve.

5. In a carburetor, a throttle, an auxiliary airvalve, a double barreled dash pot hav.

ing communications betweenthe two barrels and with liquid fuel in the interior of the carburetor and plungers invsaid bar-I rels connected to said auxiliary air valve 'and said throttle respectively, said com-l munications being so arranged that movement of 'said throttle and connected plunger is translated through the liquid in said dash pots into movement of said other plunger and connected air Avalve through a predetermined length of strokel ofr said plungers.

6. In a carburetor, `a throttle, an auxiliary air valve, a dash pot controlled piston. connected to said auxiliary air valve, resilient4 means tending to holdv said air valve in 'closed position and hydraulic means actuated by opening movementl of said throttle acting upon said piston to compress said resilient means and actuated by closing movement of said throttle to supplement the actionof said resilient means.

7. In a carburetor, a throttle,'an auxiliary air valve,- a plurality of lcylinders having an upper and lower communication therebetween and an opening in one of said cylinders intermediate the levels of said communications and plungers "in said cylinders connected to said throttle and to said auxiliary air valve respectively, said throttle'connected plungerI being above said lower communication when said throttle is closed and abreast of said uppercommunication when said throttle is wide open.

8. In a carburetor, a throttle, an auxiliaryv air valve, a spring pressed piston connected to said auxiliary 'air valve and hydraulic means actuated by movement of the throttle acting upon said piston to open and elose `Inunieation Wherely i'nyernent of the throtsaid auxiliary air valve. tle and connecte plunger hydraulically 9. In a carburetor, a throttle, an auxiliary controls in'part the movement of thev other l0l air valve, plungers connected to said throtplunger anc] connected air valve. 5 tle and to said auxiliary air Valve respeo- In testlmony whereof I have hereunto `v tively and in hydraulic communication-With subscribed in name. each other, and means modifying said com- PA TALEQN E. MIQUELON. 

